Valve for internal-combustion and fluid-pressure engines



APPLICATION FILED IAN. 8, ISIS.

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M, 8 ou [n z/emfor E. WAL-LACE. vALvE FoR INTERNAL coMsusIIoN AND FLUIDPRESSURE ENGINES. APPLICATION FILED JAN. H, 1916.

1,386,477. Patented Aug. 2, 1921.

3 SHEETS-SHEET 2- [n2/en ton wz tnesses. y

E. WALLACE. VALVE FOR INTERNAL COMBUSTION AND FLUID PRESSURE ENGINES.

APPLICATION FILED JAN- 8, 1915. 1,386,477.

3 SHEETS-SHEET 3- /47 /46 /44 O /40 24/6 HESSES fm/enof" UNITED STATESPATENT OFFICE.

EDWARD WALLACE, OF CLEVELAND, OHIO.

Specification of Letters Patent.

Patented Auer. 2, 1921.

Application led January 8, 1916. Serial No. 71,033.

To all whom t may concern.'

Be it known that I, EDWARD IVALLAGE, a citizen of the United States,residing at Cleveland, in they county of Cuyahoga and State of Ohio,have invented a new and use-- ful Valve for Internal-Combustion andFind-Pressure Engines, of which the follow-A ing` is a specification.

My invention relates to improvements in rotary valves for internalcombustion and fluid pressure engines in which two or moreeoncentrically arranged valves are arranged to effect the opening andclosing of the ports to the combustion chamber of the engine, and hasfor its object to improve such valves and their method of control andoperation as will be hereinafter described. Y

In the accompanying drawings, in which my invention is illustrated asapplied to an internal combustion engine of the four cycle type- Fig'ure1 is a central vertical sectional view through one of the cylinders ofthe engine.

Fig. 2 is a diagrammatic view illustrating a method of operating thevalves.

Fig. 8 is a central vertical section through the cylinder of an engine,illustrating a different embodiment of my invention from that shown inFig. 1.

Fig. l is a similar sectional view showing still another embodimentofthe invention.

F ig. 5 is a diagrammatic view illustrating means for operating thevalves shown in Fig. 4, and

Fig. G is a horizontal sectional vieW through the valves of the engineillustrated in Fig. Ll, parts of the engine frame and valve casing beingomitted.

In the drawings I have represented the invention, in several forms,applied to a four cycle internal combustion engine having a crank shaft1, connecting rod 2, wrist pin 8, piston 4, oil pan 5, cylinder 6 inwhich works the piston, spark plug hole`7, and water jacket 8surrounding the cylinder. 9 indicates the inlet valve casing, 10 theexhaust valve casing, these being cylindrical and connected with thecylinder 6 through portsY 11 and 12, respectively. They are surroundedby water jackets 18 and 14 which connect with the water jacket 8. Hthinthe inlet valve casing 9 are arranged two concentric sleeve valves, theinner `one being designated 15 and the outer'one 16, and the latterfitting closely the inner wall of the casing. The sleeve valve 15 isformed with a port 17, and Vvalve 16 with a port 18.

Similar sleeve valves 19 and 2O are located in the exhaust casing, andthese are provided respectively with ports 21 and 22. The sleeve valvesof each set are turned about their longitudinal axis to cause the portswith which they are providedV to register with each other and with theport communicating with the engine cylinder with a frequency required bythe cycle on which the engine operates. Various means may be employedfor giving the desired movements of the valve sleeves. They may beoscillated or rotated; and if rotated they may be both turned in thesame direction or in opposite directions. I prefer that these sleevevalves should be rotated, and that they both turn in the same direction,and in Fig. 2 have indicated, diagramniatically, driving mechanism foreffecting such movements. I wish, however, it to be understood that myinvention is not limited in itsl useful applications to the specificmechanism or mechanisms which I have shown for driving the valves.

Referring to Fig. 2, 7 9 indicates a chain gear ,wheel on the .crankshaft of the engine, connected, through a silent chain 80, with thechain gear wheels 77 and 78, secured respectively to the outer sleevevalves 16 and 20, the gears being so proportioned in size that thesleeve valves are rotated in the ratio of one to two relative to thecrank shaft. 83 indicates another chain gear Ywheel on the crank shaft,connected, by

chain 84, with wheels 81 and 82, operating respectively the inner sleevevalves 15 and i9.v The size of these gear wheels is such that the sleevevalves are rotated in the ratio of two to one to the crank shaft. Itwill be observed that the four sleeve valves that have been referred toare, through the driving gear described, all rotated in the samedirection; and that their ratios of rotation are such that the ports inthe valves 15 and 19 register with the ports communieating with theengine cylinder four times as often as the valve of a. four-cycle engineof ordinary type is caused to operate, but that only every fourthregistration between such ports is effective, since not only must theports in the valves 15 and 19 register with the ports leading to theengine cylinder, but they must simultaneously register' with the portsin the valve sleeves 1G and 20.

In combination with the inlet and exhaust valves described are combinedmeans for advancing and receding the valve registering periods relativeto the crank angle of the crank shaft of the engine. such mechanism isshown in Fig. 1, where 73, 74 designate a pair of timing sleeves fittingbetween the inlet valves 15, 16, and

concentric therewith. These timing sleeves are provided respectivelywith ports 113 and 114, adapted to be brought into position to registerwith the ports leading to the engine I will presently describe, so thata universal timing, that may be altered and then ixed, may be obtained.The adjustment may be hand controlled, or automatic and controlled by agovernor, and such that the most effective timing of the opening-andclosing of the engineports for every speed of the engine may be hadwhile the engine speed is either varied or constant. It permits of themutual adjustment o1 the timing mechanismsfor any size of engine or forany kind ot fuel that may be used.

T he adjusting mechanism for the timing sleeves shown in Fig. 1 will nowbe described, such mechanism being adapted to adjust the two sleevesrelative to each other, by respectively oscillating them about theircommon axis, and also to adjust the two sleeves as a unit relative tothe port 11 leading to the engine cylinder. To eiect the adjustment oit'the timing sleeves relative to each other I provide the sleeves 73 and74 respectively with arms 88 Vand 91 that are connected, by links 87 and90, with the two arms, 86 and 89, of a double bell crank lever supportedupon a fulcrum 93, the third arm of which bell crank lever is designatedV85.r Byv operating the bell crank lever, through the arm 85, the timingsleeves will be shifted, one in one direction and the other in theother, as will be apparent. The

Vlulcrum 93 is carried at the end of a. bell crank lever 92 ulcrumed ona support 94 carried by a bracket or lug 95 projecting from some part ofthe engine. By shifting the bell crank lever 92 the two timing sleeves,whatever be their positions relative l to each other, will be adjustedtogether or as a unit and relative tothe port 11.

Combined with the exhaust valves 19 and l -r 20 are adjustable timingsleeves 75 and 76 similar in construction and arrangement wit-h thetiming sleeves 7 3 and 74 for the inlet valve. The exhaust valve timingsleeves are operated by mechanism similar to that which has beendescribed for operating the other set of timing sleeves. The arms thatproject from the timing sleevesor the exh'austavalves aredesignated 99andf102. The

Y linlrsifthat:unite-.theae arms-with fthegdouhle One form ot" bellcrank lever are designated 98 and 101, the arms of thedouble bell cranklever are designated 96,197 and1-00, and the fulcrum upon whichthislever isinou'nted 104. The bell crank lever carrying the fulcrum 104is 103, and it is supported upon a iulcrum 105 carried by abracket orlug 106.

The ktwo sets of timing sleeves, that is, those for the' inlet valvesand those for the exhaust valves, should ordinarily lbe simultaneouslyadjusted.V This I eect by connecting the arms 85 and 96 of the doublearm bell-crank levers by means of a link 107, and b y connecting theoperating arms of the bell crank levers 92 and'103by means of a link108. The connections between the links 107 and 108 and the adjustinglevers which 4they Vimite are adjustable, one or both of each set. ofthe united parts being slotted for the passage of the adjustableconnecting bolt or pin, as shown in the drawings. This arrangementpermits the individual timing sleeves for each valve to be independentlyadjusted relative to each other and then set and connected "so that thedesired adjustments may bemaintained. So, too, each set of timingdevices maybe independently adjusted relative to the ports leading to=the engine cylinder aiter which they may be set and connected. VThe endsyot theconnecting links 107 and 108 are constructed to be connected withadjustingm'echanism,

such as a. hand lever or. connecting rod op- @rated by an automaticVgovernor, the ends ot such links nearest the inlet valve being, in Fig.1, represented as formed for such connection. j j rlhe adjustable timingsleeves 74 and 76 are provided respectivelywith lugs 109 'and 110 thatextendinto the ports 113, 115, ot the timing sleeves 73 and 75.. Vhenthe timing sleeves are adjusted so as to bring their ports,-113, 114,for the inlet valve timing sleeves, and 115, 116, for the outlet valvetiming sleeves,-into coincident registration, the lugs 109and 110 willbeinlengagement with the sleeves 73 and 75, at points beyond Ythe spaces111, 112, Fig. 1, whereby further relative movement of these sleeves isprevented. This is a ready means for determiningthe coincidentregistration ot' the ports in the timing sleeves. f

In Fig. 3 I have showna diiferent form of the engine, more simple inconstruction than ,that shown in Fig. 1 and already described, in whichI provide adjusting means for advancing and receding the valveregistration periods relative to the vcrank angle of the crank sha-ft ofthe engine. The valve registration period for each valve, inlet andexhaust, may be independently varied and also the adjusting 4meansmay beconnected foraeli'ecting simultaneous movementjot the ralreafliustng .f.The.sleeievalves nl'eghlt ein arredato' revolve by the following means.68 is a chain gear wheel on the engine crank shaft, connected by a chain7 2 with a wheel 69 connected with the sleeve-valve 19 so as to rotateit. The gear wheels 68 and 69 are of such sizes that the latter isdriven in the ratio of one' to two to the engine crank shaft. Anothergear 70 is also carried by the sleeve valve 19, and this is in mesh withand drives a gear wheel 71 of the same size,

v16 and 20, which are timing sleeves, may be independently adjusted? andthen set by tightening the connections with the connecting link 67. Whenthe engine is in operation the timing sleeves, after having beenadjusted to cause the desired registration respectively between theinlet and outlet valve chambers and the engine cylinder, may be held infixed position, or they may be oseillated in order to insure a vmorerapid or a slower opening and closing of the ports through the valves,as may be desired; for it will be understood that by making one of thesleeves a timing or governing sleeve, and oscillating it to vary `thetiming 'of the valve and to increase or diminish the angle of the valveport opening, the advantage of variable timing by advancing or recedingthe valveregistering period is attained.

In Figs. 11, 5 and 6 I show'v an arrangement in which the sleeve valves15, 16 and 19, 20, are rotated and where there are, arranged betweenthese valves, variable timing or governing valves in the form of sleevesegments. The variable governing means associated with the rotatinginlet valves are designated 117, 118, while `those associated with theexhaust valves are 'designated 119, 120.

In the embodiment ofmy invention illustrated in these views'l yshow adifferent arrangement for rotating the sleeve valves from thatillustrated in any of the other views. Referring to Figs. 5 and 6, 121indicates a gear on the engine crank shaft,

driving, through a "chain 123, -a gear -122fon shaft 125. This shaftcarries a gear '124 that in turn drives gears 126, 127, respectivelysecuredy to the youtlet 'sleeve 'valves 16 and 20. The gear 124 alsodrives intermediate or idler gears 128 'and 129, and these respectivelydrive gears 130, 131 secured t'o the inner sleeve valves 15 and19. Bythis arrangement of gearing'the 'concentricV sleeve valves of each setare turned in opposite directions and the ratios of their rotations tothat of the crank shaft of the engine are determined by the cycle onwhich the engine works and controlled by the relative sizes of the gearsin the train described, as will be understood by those familiar withengine construction. The means for controlling the ports of the inletand exhaust valves and for varying their positions for advancing orreceding the valve registering periods are, as have been stated, a pairof segments for each valve arranged between the concentric pair ofrotating sleeve valves. The two segments of each valve may together beconsidered an adjustable governing or timing valve with a port adaptedto register with the` ports of the sleeve valves -with which suchgoverning and timing device is used, this port being the space betweenadjacent edges of the segments. The segments are independentlyadjustable about the axis common to the valve of which they constitute apart. The two segments may be moved toward each other so as to decreasethe size of the port through this adjustable valve, or separated-to'enlarge that port, or the two segments may be correspondingly movedeither in one direction or the other between the two rotatable sleevevalves in order to advance or recede the registration period between thevalve ports and the port to the engine cylinder. Referring for themoment to the inlet valve, represented in Figs. el and 6, it will beseen that the sleeve segments 117 and 113 are connected with the outersleeve valve 16 so as to be rotated thereby. To effect this the sleevevalve 16 is provided with pins 132, 132 and 133, 133', these beingarranged, preferably, diametrically opposite to each other. The )insproject inwardly and lie in inclined s ots, 134, 134.-', and 135, 135',formed respectively in the sleeve segments 117, 118. rIhe sleevesegments kare not only rotatable with the sleeve valve 116, but are alsoeach longitudinally movable as a whole; vand since the slots in thesleeve segments are inclined to the center lines respectively of thesleeves, any longitudinal movement of a segment will cause it to beshifted about the central axis of the valve considered as a whole, andsuch shifting of the segment moves its edge either toward or from theopposite edge of the other segment. To effect this longitudinal movementof the adjustable segments 117, 11S, any suitable mechanism may beemployed, for instance, that illustrated in 6u where 142 indicates ashaft on which are supported two concentric.l longitudinal. movable.sleeves 141, 145 carrying grooved collars 1113, 1416. The outer ends ofthe adjustable segments are turned inwardly and lie in the groovesformed in the said collars. This form of connection allows the sleevesto turn freely to whatever position, longitudiiially, they may beadjusted. Bell crank levers 140, 144 are connected respectively with thesleeves 141 and 145 and serve as the means by which such sleeves may beadjusted along the shaft 142.

AThe ends 149, 150 of the inner sleeve valves and 19, respectively, areclosed and their opposite ends are connected to the intake and exhaustpipes of the engine, the showing of the latter being deemed unnecessary.

The adjust-able governing and timing devices for the exhaust vvalve aresimilar to those that have just been described for the inlet valve. Theadjustable segments -foi this Vvalve-are designated, respectively, 119,120. They are connected with the outer sleeve valve by pins 186, 136"and 187, 137 which, respectively, lie in slots 138, 138 and139, 139 inthe sleeve segments. The sleeve segments 119, 120 are movedlongitudinally by'means of bell crank levers 147, 148. The bell cranklevers 140, 14T and 144, 148 may be, respectively, united by connectinglinks similar to those indicated in Figs. 1 and 3, so that the valvesafter being once properly adjusted may be maintained in ad#V justedposition, and whereby also the correspondingly adjustable parts of theinlet and outlet valves may be simultaneously and correspondingly moved.

The several illustrations of my invention serve to show that the meansfor operating the valves may be varied without departing from theinvention herein presented, and

Vthat the means for timing the port openings and foi' advancing orreceding the valve registering' periods may also be varied, withoutdeparting from the invent-ion.

I claim-V 1. The combination with an engine cylinder, of a valvemechanism comprising a cas ing with a curved seat and connected with theengine cylinder by a port, a pairy of curved valves concentricallyarranged in the said casing, the valves having ports, means for movingthe valves to cause their ports to register with each other and with theport leading to the engine cylinder with a frequency required by thecycle on' which the engine operates, and an adjustable curved valvemounted between the said movable valves and arranged to vary theeilective size of the opening to the engine cylinder, the latter valvebeing normally stationary, and means for adjusting the said normallystationary valve.

2. The combination with an engine cylinder, of a valve mechanismcomprising' a casing with a curved seat and connected with `the enginecylinder by a` port, a Vpair of sleeve' valves concentricallyl Jarrangedin the said casino', thevalvesihaving i ts-adapted to" 'register witl'ili'eachil` otherv and l with g the port leading to the engine cylinder,and a pair of curved normallystationary valvesV located between thesaidmovablevalves and movable with reference to each other to varytheveifective size of the opening to the engine cylinder, .and means foradjusting the said normally stationary valves., j

3. The combination with an engine cylinder, of an inlet valve mechanismtherefor, an exhaust valve mechanism therefor, means for operatingthesevalve mechanisms with a frequency required bythe cycle on, whichthe engine operates, a supplementalvalve for each, valvevmechanismarranged to vary the timing at which the valve mechanisms respectivelyoperate, and means foruniting these.-supplementalvalves vto cause themto operate simultaneously.` Y. v

4. The combination VAwith an engine cylin- Y der, of an inletvalvemechanism therefor, an exhaust valve mechanisintherefor, means foroperating these valve mechanisms with a frequency required bythe cycleon which the enginev operates, al;.supplemental valve for each valvemechanism arran-ged to varythe timing at which the valve mechanisms,respectivelyy operate, means r for adj usting theV supplemental valvesindependently of each other, andmeans. for .uniting them Vwhereby afteradjustment theyy may be moved and adj usted simultaneously. Y

5. The combination with an engine cylinder, of aninle't valve mechanismtherefor, an exhaust valve Vmechanism therefor, means for operatingthese valve mechanisms with a frequency required bythe cycle on whichthe engine operates, vmeans byrwhich thev said valves lmay be' adjustedindependently to vary the effective sizes respectively of the inlet an'dexhaust openings to the engine cylinder, and meansfor uniting the saidsupplemental lvalves whereby after .adjustment they are causedjto movetogether.,Y l

6. The combination with an engine cylinder, of an inlet valve mechanismtherefor, an exhaust valve mechanism'therefor, means for operating thesevalve mechanisms with a frequency requiredby the'cycle on which theengine operatesya ysupplemental valve device for each valve mechanism,comprisinga pair of curved valves movable` with referenceto each otherandarranged when c adjusted relatively to more or less coverrespectively the inlet vandexhaust openings to the cylinder, means foradjusting the said supplemental valves ask stated, and means foradjust-ing each of the I supplemental v valve devices to vary the timingof admission and exhaust.` y v In testimony whereof I hereunto. :aifnemysignature in the presenceiof twe witnessesf WALLCEM..

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